Internal-combustion engine.



W. I. TWOMBLY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED PEB.16 1911.

1,113,262, Patented 0012513, 1914.

4 SHEETSSHEET L WITNESSES: INVENTOR :3 WMard Bvmg Wombly,

w I, g a 62 Mag ATTORNEY W. I. TWOMBLY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED1EB.16,1911.

Patented Oct. 13, 1914.

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W. I. TWOMBLY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED FEB. 16, 1911.

1,1 1 3,262. Patented Oct. 13, 1914.

4 SHEETSSHEET 3.

WITNESSES: INVENTOR W111 (111 "M011. 4 afw ATTOBN EY W. I. TWOMBLY.

INTERNAL comnusmon ENGINE.

APPLICATION FILED 1113.16, 1911.

Patented 0013. 13, 1914.

4 BHEETB-SHEET 4.

INVENTOR Willard Irvmg Wvombl y.

ATTORNEY WITNESSES:

UNITED STATES PATENT OFFICE.

WILLARD IRVING TWOMBLY, OF NEW YORK, N. Y.

INTERNAL-COMB USTION ENGINE.

T all whom it may concern:

Be it known that I, WILLARD Invmo TWOMBLY, a citizen of theUnited States, residing in the borough of Manhattan, in the city,'county, and ,State of New York, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines in which mechanical power is derived from heat due to the combustion of an explosive mixture within a chamber, and relates particularly to this class of engines of the two cycle type, in which, during a single revolution of a power shaft, a. combustible mixture or fuel is compressed by a piston in a chamber, a|power stroke imparted to the piston as a result of the comhustion of said compressed fuel, the exhaust of the burnt or spent gases of combustion from the chamber, and the supplying of a fresh charge of combustible mixture or fuel to the chamber.

It is the principal object of the invention to provide an engine of this type that is novel and simple in construction, durable and highly ellicient in operation. In carrying out the object of the invention I'provide a rotatable shaft having a single crank and dispose adjacent to said shaft piston cylinders having fuel-intake and exhaust ports with the axes of the cylinders parallel with the axis of said shaft, pistons being fulcrumed to oscillate in the respective cylinders, and the respective pistons having a crank-and-link connection with the crank of the rotatable shaft, whereby to convert the oscillatory motions of the pistons into continuous rotary motion of the shaft. The cylinders are provided with a head or partition whereby to separate or divide them into fuel-pumping and combustion chamhers, a by-pass port in the istons opening and cutting off communication between the said chambers during a cycle of operation.

A. further object of the invention relates to means for mechanically air cooling the engine.

In the drawings accompanying and forming a part of this specification, Figure 1 is a plan view of my improved engine. Fig. 2 is a front end elevation taken on the line .\-A of Fig. 1. Fig. 3 isa cross sectional plan view taken substantially midway through Fig. 1, the piston being removed from the cylinder at the left. Fig. 4 is a Specification of Letters Yatent.

Application flied February 16,1911. Serial No. 808,889.

Patented Oct. 13, 1914.

sectional end elevation of the piston cylinders, the section bein taken substantially on the line GC of Fig. 3, with the end removed from the cylinder at the left to illustrate the piston therein. Figs. 5, 6 and 7 are diagrammatic views to illustrate the different positions of the pistons in the cylinders and of the crank-and-link connection between the pistons and rotatable shaft. Fig. 8 is a front elevation of one of the pistons. Fig. 9 is an end elevation of a piston looking toward the right of Fig. 8 with the piston packing removed. Fig. 10 is a detail to illustrate the sliding joint or dovetail connection of the ends of the piston packing. Fig. 11 is a detail of the piston packing connection looking at the left of Fig. 10. Fig. 12 is a detail of the piston packin at the heads of the pistons. Fig. 13 is a etail of the piston-packing at .the ends of the pistons; and Fig. 14 is a cross sectional view of the crank case, piston cylinders and pistons taken on the line BB of Fig. 3.

Similar characters of reference designate like parts throughout the different views of the drawings.

In the drawings I have shown my improved engine constructed as being particularly adapted for use in connection with motor vehicles to be readilv and quickly removed therefrom, althoug it will, be obvious that the same may be utilized for any purpose for which an engine of this character is adapted.

The embodiment of my invention illustrated in the drawings comprises a central crank case 1, having separate chambers 2, 2, at opposite sides thereof with piston cylinders a, 11, adjacent to-said chambers, which may be constructed integral with ,the case or separate therefrom and secured thereto,

the piston cylinders communicate with the chambers 2, 2, by means of ports 4, 4. The cylinders a, b. are in the form of cylindrical drums having laterally projecting cooling fins 5 and removable ends 6, 6', each cylinder has a fuel-intake port 7 in the cylindrical wall communicating with ducts 8 in the crankcase having an inlet 9 connected with the spuree of fuel supply. The cylinders are also provided with exhaust ports 10 communicating with exhaust pipes 11 secured to the cylinders in any suitable manner.

A rotatable shaft 12 is journaled by means of ball hearings in the crank case 1,

said shaft having a crank 13 and crank pin 14-, in the present instance at one end and outside of the case. A flywheel F is keyed to the other end of the shaft 12 and secured by a nut 15, a ball thrust bearing being interposed between the hub of the wheel and the crank case. The said fly-wheel may also serve as a friction drive wheel. It will be noted that the crank case is hollow and may contain a suitable lubricant whereby to lubricate the shaft bearings, the plates 16, 16 to retain the ball bearings in place preventing any oozing out or drlpping of lubricant. The axes of the piston cylinders are parallel with the axis of the rotatable shaft but in a different plane, in .the present instance above the same, for a purpose to be hereinafter described.

As already stated, the resent engine is designed to be particular y applicable for use in motor vehicles, and for this purpose it is provided with hanger arms 17 pro ecting laterally from the cylinders and having rollers mounted on the outer extremities whereby the engine may be rolled into and out of the chassis frame and sup orted therein, suitable means being provi ed to limit the inward movement of the engine and maintain it in rigid position on the chassis frame, a plate 18 extendin across and releasably secured to thefront 0 the chassis frame maintainin the engine therein.

Pistons c, d, igs. 8 and 9) in the form of segmental trunk pistons, rectangular in cross section in the present instance, are provided for the respective cylinders a, b, the said pistons having a hollow hub portion 19 with laterally projecting trunnions 20, 21 whereby they are fulcrumed in the cylinder ends 6, 6 by means of ball bearings 22 carried in bosses or housings 23 projectin laterally from the cylinder ends, the ball Tear ings being retained in said housings by releasable caps 24, 24. The caps 24 have an opening to register with the openings in the iston hubs. The piston trunnions 21 proect through the bearing-retaining plates 24' and have a reduced tapered portion, as at 25. A crank 26 having a crank pin is fixed to the reduced portion 25 of the trunnions 21 of the respective pistons, the said cranks abuttin against the shoulder formed by the reduc portion 25 and secured in place by nuts 27. The crank pins of the respective cranks 26 are connected to the crank pin 14 of the rotatable shaft by connecting rods or links 28, 28. The said rods are mounted on the pins of the cranks 26 and the crank pin 14 by means of ball bearings, although this is not essential as the rods may be connected directly to the crank pins or by any suitable bushings.

The pistons have grooves or recesses 29 extending transversely of the side and outer b walls near the heads and ends for the reception of packing 30, the packing at the heads consisting (as shown in Fig. 12) of movable splines of some suitable metal, such as cast iron, to fit in the grooves so that they will slightly project beyond the outer surfaces of the pistons. The said splines have saw cuts extending from the ends to substantially midway thereof and coneaved on that side engaging within the piston grooves, asat 31, and tapered on the same surface toward the outer ends. B this construction the splines can be made 0 a thickness to project slightly out from the grooves, but when the pistons are placed in the cylinders the splines may be slightly sprung so that they will be substantially flush with the surface of the pistons and the latter readily placed in position in the cylinders, the resilient action of the metal of the splines when the pistons are iii the cylinders always keeping the packing in firm contact with the walls of the cylinders to effectively seal the pistons. The ends of the packing extending across the outer wall of the pistons have a sliding joint or dovetail connection with the ends of the packing extending transversel of the sides, as clearly shown in Figs. 10 an 11.

The packing at the ends of the pistons consists of splines 32, preferably of cast iron, to slidably fit in the iston grooves, but of a thickness less than the depth of the piston grooves, flat or leaf springs 32 being interposed between said splines and the bottom of the grooves to force the ackin out against the walls of the cylin ers. he ends of these splines extending across the outer wall of the pistons also have a sliding joint or dovetail connection with the ends of the splines extending transversely of the sides, the same as the packing at the heads of the pistons.

To place the pistons in the cylinders one of the ends of the cylinders is secured in place, the piston with its packing is then placed in the cylinder with the piston trunnion 2O engaging in its journal in the secured cylinder end, when the other cylinder end is secured in place. Each of the cylinders has a head or partition 33 releasably secured therein by bolts or screws 34, the said heads extending from the walls of the c linders to the hubs of the pistons and or the entire length of the cylinders. These heads when the istons are in the cylinders separate or divide the latter so that the s ace between the ends of the pistons and t e heads in connection with the chambers 2, 2, will constitute fuel pumping and compression chambers e, and the space between the heads of the pistons and said partitions 33 will constitute combustion chambers f, as clearly shown in Fig. 14. The chambers e, are always in communication with the chambers 2 by means of the ports 4 to relieve the said chambers e of any high fuel commas mama sion pressures. The fuel-intake ports 7 also communicate with the chambers e. To conduct or lead the compressed fuel from the chambers e to the chambers f the hubs of the pistons are constructed with by-pass ports 35 which cooperate with the heads 33 to open up and cut off communication between the respective chambers. To effectively seal the fuel pumping and compression chamberse from the combustion chambers f as the fuel is being compressed in the latter chambers previous to combustion, I provide packin coinprising a slidably mounted spine 36 (of the construction shown in Fig. 12) in a recess or groove extending the length of the heads 33, the said splines normally bearing against the piston hubs, but when the pistons areinposition with the by-pass ports adjacent to said splines and opening communication between the fuel-pumping and combustion chambers e, f, the splines will hear at their ends upon the iston hubs and midway thereof against a ri in the by-pass port 35.

For the purpose of facilitating the air cooling of the engine, I secure vanes or blades 37 to the back of the fly-wheel F, and provide air deflectors 38 to extend around the cylinder fins, the said deflectors projecting beyond the c linders toward the flywheel vanes 37. he vanes as the fly-wheel revolves draw the heated air away from the cylinders and from between the deflectors and cylinder'fins, as well as through the hollow piston hubs, and throw it outwardly therefrom. The heads or partitions 33 may also be provided with openings extending through the length thereof and air drawn through said openings by the vanes 37 to materially aid in cooling the same. T o increase the sucking action of the vanes 37 to draw the heated air away from the engine toward the center of the fly-wheel an annular member or plate 38 ma be secured to the engine to extend aroun the projecting ends of the deflectors, the said plate having openings to register with the s ace between the deflectors and the cylinder us.

For the urpose of further materially facilitating t e mechanical air cooling of the engine. I provide rotatable fans 39 comprising blades or vanes fixed to wheels 40 having a beveled friction face and rotatably carried on studs secured in the retaining plate or bar 18. The said fans are frictionally driven by a wheel 41 mounted to rotate with and have sliding movement on the pin of a crank 42 fixed to the pin 14 of the crank 13 of the rotatable shaft and extending parallel with said crank 13, the said pin of the crank 42 pro'ecting through the wheel 41 and journal in a socket in the end of a starting crank 43 rotatively mounted in the plate 18 and a "bushing 44 connected to.

said plate. The pin of the crank 42 is provi ed with oppositely-dis osed pins 45 adapted to enga e in notciies or serrations in the em? of the starting crank 43 but normally maintained out of engagement therewith by a spring 45 inclosed by the bushing 44 and confined between the plate 18 and an annular flange on the crank 43. The said wheel 41 may be provided with a suitable friction material, in the present instance comprisin an annular member 46 secured to the sai wheel and having a beveled friction face to engage with the beveled face of the fan wheels 40 to drive the latter. As already stated the wheel 41 is slidably mounted on the pin of the crank 42 and for the purpose of maintaining said wheel in frictional engagement with the fan wheels 42 I provide a spring 47 carried by the crank pin 14 outside'of the crank 42, the said spring 47 being forked to engage with the face of the wheel 41 at opposite sides of the pin of the crank 42. By this construction when the plate 18 is removed for the purpose of taking the motor from the chassis frame, the fan wheels 40 carried by said plate will readily pull away from the friction face of the wheel 41, and as readily reengage therewith when the plate'is replaced, the spring 47 taking up any play between the wheels 40 and 4 1 and maintaining the wheels in frictional engagement.

The operation of my improved engine is substantially as follows: Assuming the shaft 12 to be rotating in the direction of the arrow with the pistons c, d, in the positions indicated in Figs. 7 and 14, an explosion or combustion of fuel having taken place in the combustion chamber f of cylinder 0. and a power stroke imparted to the piston c in the direction of the arrow, the burnt gases exhausting from the port 10, and the fuel compressed in the chamber e during the power stroke entering into chamber f by way of the by-pass port 35, a deflector (Fig. 14) comprising a plate 50 secured to the head 33 and spaced apart therefrom by spacers 51, directing the incoming fuel through the port 35 to the outer wall of the chamber f where it will mushroom in such manner as to thoroughly expel the burnt gases from said chamber through the exhaust port 10. The piston has-had an oscillatory movement of approximately 130 degrees and imparted a rotary motion of 180 degrees to the shaft 12. During this movement of the piston c, piston d has been compressing a previously injected charge of fuel in the combustion chamber f of cylinder 7). and is at the end of its compression stroke. During this movement of the piston d a vacuum is created at the end thereof and in the adjacent chamber 2,and when the piston d is'at the end of its stroke in the chamber f with the inlet port 7 uncovered (as shown) a fresh supply of fuel is sucked or drawn into the chamber 6. The pistons c, d, are now in the positions shown in Fig. 7 with the exhaust port 10 of cylinder a uncovered exhausting the burnt gases from the chamber f and simultaneously therewith admitting a fresh charge of compressed fuel from chamber e through the by-pass port 35. The piston d in cylinder b has compressed a charge of fuel in the combustion chamber f, the fuel-intake port 7 of chamber a being open, and a fresh charge of fuel entering said chamber. The compressed charge in chamber f of cylinder 6 is now ignited by an electric spark generated by a spark plug 53 connected to a magneto 54 carried on the top of the crank case, and gear driven from shaft 12. (Figs. 1, 2 and 14.} As the combustion of fuel in chamber j of cylinder 1) takes place, an oscillatory power stroke in the direction of the arrow, and reverse to the power stroke of the piston 0, will be imparted to the piston 03, oscillating said piston approximately 130 degrees and imparting to the shaft 12 a further rotary motion of 180 degrees, and the piston a will be oscillated in a reverse direction by shaft 12.

Durin the initial portion of the power stroke of piston d and the return movement of the piston 0, the fuel-intake and exhaust ports in both cylinders will be closed, and the chambers e, f, have no communication with each other by way of the by-pass ports 35, (as shown in Fig. 5,) the piston 0 compressing a charge of fuel in combustion chamber f of cylinder a previous to ignition, and the piston d compressing fuel in the pumping chamber 0 previous to bein injected into combustion chamber 7' of cylinder 3). As the piston d approaches the end of its power stroke, the exhaust port 10 will begin to uncover and the said chamber f relieved of the high pressures of the products of combustion through the exhaust port 10. Just after said exhaust port has begun to be uncovered by the piston d, the by-pass port 35 will begin to open communication between the chambers e, f, and the charge of fuel previousl compressed in the pumpin chamber a will rush through the port 35 an be directed by the deflector 50 to the outer walls of the cylinder for the purpose as already described in connection with the operation of piston c in cylinder a. The pistons are now in the positions indicated in Fig. 6 with the compressed charge in the combus' tion chamber f of cylinder a to be ignited by an electric spark generated by the spark plug 53 when the operations just described will be re eatcd.

From t e foregoing description it will be noted that when a power stroke is imparted to one of the pistons the other piston is compressing a charge of fuel in the combustion chamber, and that there will be two impulses imparted to the rotatable shaft to each revolution thereof. Furthermore, when one of the pistons is at the end of its power stroke the other piston is at the end of the fuelcompressing stroke, and they will be in either one of the positions illustrated in Figs. 6 cr 7 and that the centers of the piston crank pins 25, the crank pin 14, and the rotatable shaft will be in alinement or in a dead-center position at one side of the axes of the pistons, the impetus of the .fly-wheel F carryin the wrist-pin 14 over the deadcenter osition. The connection of the pistons with the shaft 12 is in the nature of a togglejoint the deadcenter position of which is overcome or broken by the impetus of the fly-wheel. This dead-center position of the piston-crank pins, the pin 14 and the power shaft is due to the locating of the pistons with their axes in a lain different than, in the present instance al fove, the axis of the power shaft and obviates any liability of the pistons overthrowing. Owing to the 10- cating of the axes of the pistons relative to the axis of the power shaft as shown. and the crank and link connection of the pistons and said shaft, the pistons will have a quick movement imparted thereto during the initial portion of the power stroke. or just subsequent to the ignition of a compressed fuel charge with a consequent rapid expansion of the fuclmixture. increasing the power efficiency thereof and imparting a quick and powerful impulse to the shaft 12; and that a slow movement will be imparted to said pistons during the latter portion of the compression stroke with a consequent slow compression of the combustible mixture.

Variations may be resorted to within the scope of my invention and portions of the invention may be used without others.

Having thus described my invention, I claim:

.1. In an internal combustion engine, the combination of a rotatable shaft; 0. cylinder adjacent to said shaft; fuel-intake and exhaust ports in the cylindrical walls thereof, a piston fulcrumed to oscillate in the cylinder controlling the opening and closing of the ports and connected to the shaft; and fixed means in the cylinder cooperating with the piston to separate the cylinder into fuelpumping and combustion chambers.

2. In an internal combustion engine, the combination of a rotatable shaft; a cylinder adjacent to said shaft; fuel-intake and exhaust ports in the cylindrical walls thereof, a piston fnicrumed to oscillate in the cylinder controlling the opening and closing of the ports and connected to the shaft; and means in the cylinder coiiperating with the piston to separate the cylinder into a pair of chambers and a fuel-pumping chamber at one end of the piston and the other a combustion chamber at the other end of the pisnected to the shaft; a fixed head in the cylinder, said head cooperating with the piston to separate the of; inder into fuel-pumping and combustion c ambers 'hand a port in the piston controlled by the ead to open and cut or oil communication between the fuelsumping and combustion chambers at preetermined points in the oscillations of the piston.

4. In an internal combustion engine, the combination of a rotatable shaft havin a crank; a piston chamber comprising a c indrical' drum located adjacent to said shaft; fuel-intake and exhaust ports in the cylindrical wall thereof; a segmental trunk piston having a hub portion with laterall -projecting trunnions whereby it is journa ed in the ends of the drum to oscillate therein and controlling the o ning and closing of the ports; a head in t e piston chamber extendmg from the walls thereof to the piston and cool'iperating with one end of the piston to provi e a fuel pum ing chamber in the cylinder and with the ot er end of the iston to pro vide a combustion chamber in t e cylinder a. crank fixed to one of the trunnions of t e piston; and a connecting rod to connect the piston crank with the crank of the shaft.

5. In an internal combustion engine, the combination of a rotatable shaft having a crank; a cylindrical drum adjacent to said shaft;fuel-intake and exhaust rts in said drum, a piston to oscillate in said drum connected to the crank of the shaft; a head in the drum, said head with the piston separating the drum into two separate chambers,.one of which constitutes a combination chamber and the other a fuel pumping and compression chamber; and means to open and cut of? communication between the combustion and fuel-pumping chambers at predetermined points in the oscillations of the piston.

6. In an internal combustion engine, the combination with a rotatable shaft having a crank and crank pin; a pair of piston chambers comprisin cylindrical drums located at op to si es of and adjacent to said shaft; uel-intake and exhaust ports in the cylindrical walls of said chambers; segmental trunk pistons for the res tive chambers fulcrumed to oscillate therein and controlling the opening and closin of the ports; a head in each cylinder wit which the'pistons coiipcrate to divide the cylinders' into final pumping and combustion chambers; a crank having a crank pin carried by each of the pistons; and connecting rods to connect the piston crank pins'to the crank pin of the rotatable shaft, so that when one piston is at the end of its power stroke, the other piston will be at the end of its fuel-compression stroke.

7. In an internal combustion engine, the combination of a rotatable shaft having a crank and crank pin; a pair of cylinders one located at each side of and adjacent to said shaft; fuel-intake and exhaust ports in said cylinders; pistons fulcrumed to oscillate in t e respective cylinders and controlling the openin and closing of the ports; a head in each cy inder with which the pistons cooperate to divide the cylinders into fuel umping and combustion chambers; a crank aving a crank pin connected to the pistons; and rods to connect the piston-cranks with the crank of the rotatab e shaft, the piston cranks being so located with relation to the pistons that when the pistons are at the end of the com ression stroke the ins of the piston cra the rotatable shaft and its crank pin will be in a dead-center position but off center with relation to the axes of the pistons, substantially as and for the purpose specified.

8. In an internal combustion engine, the combination of a rotatable shaft havin a crank; a pair of piston cylinders locate at opposite sides of the shaft, said cylinders comprisin drums having removable ends and fuel-intake and exhaust ports in the cylindrical walls; segmental trunk pistons for the respective c linders having a hub portion wit lateral y-projecting trunnions whereby they are fulcrumed in the ends of the cylinders and connected to the crank of the shaft, said istons normally closing the fuel-intake an exhaust ports; removable heads in the cylinders extending between the walls thereof and the hubs of the pistons, said heads with the pistons dividmg the piston cylinders into a fuel-pum ing chamber and a combustion chamber, t e fuel-intake and exhaust ports being so located that when the pistons are at the end of the compression stroke in the combustion chamber the fuel-intake orts willbeopened, and when they are at t e end of the powor stroke the exhaust ports will be opened; by-pass ports in the hubs of the pistons cooperating with the removable heads to open communication between the fuel-pumping and combustion chambers as the pistons begin to uncover the exhaust orts and cut off communication between sai chambers when the pistons approach the end of the compres- SlOIIi stroke with the fuel-intake port uncovere 9. In an internal combustion engine, the combination of a rotatable shaft having a crank, a pair of piston cylinders located at opposite sides of the shaft, said cylinders comprising drums having removable ends and fuel-intake and exhaust ports in the cylindrical wall; segmental trunk pistons for the respective cylinders having a hub portion with laterally-projecting trunnions whereby they are fulcrumed in the removable ends of the cylinders; said pistons normally closing the fuel intake and exhaust ports; a removable head in each cylinder extending between the walls thereof and the hub of the piston, said head with the piston dividing the piston cylinder into a fuelpumping chamber and a combustion chamher, the fuel-intake and exhaust ports being so located that when the piston is at the end of its compression stroke in the combustion chamber the fuel-intake port will be open, and when it is at the end of its power stroke the exhaust port is open; a by-pass ort in the hub of the piston cooperating with the removable head to open communication between the fuel-pumping and combustion chambers as the piston begins to uncover the exhaust port, and cuts off communica tion between said chambers when the piston is at the end of its compression stroke with the fuel-intake port uncovered; and a deflector secured to the head within the combustion chamber to deflect the fuel coming through the by-pass port to the outer walls of the combustion chamber; cranks fixed to one of the trunnions of the respective pistons outside of the piston cylinders; and connecting rods to connect the said cranks with the crank of the rotatable shaft, whereby to impart rotary motion to said shaft from the oscillations of the pistons.

10. An internal combustion engine, comprising in combination a crank case having a pair of separate fuel chambers; a rotatable shaft journaled in said case; a pair of iston cylinders one at each side of the shaft, the axes of said cylinders being parallel with the axis of the shaft; fuel intake and exhaust ports in the cylinders; oscillating trunk pistons for the respective cylinders control ing the opening and closing of said ports; a head in each cylinder with which the pistons cooperate to divide the c linders into fuel pumping and combustion c ambers with the fuel pumping chamber in each ylindex connected with a fuel chamber in the crank case; and a crank and link connection between said pistons and sha it u hereby to impart rotary motion to the shaft from the oscillations of the pistons.

In an internal combustion engine, the combination of a rotatable shaft having a crank; a air of piston chambers comprisin cylin rical drums, one located at each si e of the shaft and having fuel-intake and exhaust ports; segmental trunk pistons for the respective chambers having trunnions whereby they are fulcrumed to oscillate in the chambers, said pistons normally closing the fuel-intake and exhaust ports; a head in the respective piston chambers, said heads with the pistons dividing the chambers into fuel-pumping and combustion chambers, the fuel-intake and exhaust ports being so located that when the piston is at the end of its compression stroke in the combusti n chamber the fuel-intake port will be imcovered and the exhaust port covered, and when it is at the end of its power stroke the exhaust port will be uncovered and the fuelintake port covered; a by-pass port in the pistons cooperating with the cylinder heads to open' up and cut off communication between the fuel-pumping and combustion chambers; and means to connect the pistons to the crank of the shaft.

12. In an internal combustion engine, the combination of a crank case having a pair of separate fuel chambers; a crank shaft having a crank journaled in said case; iston cylinders comprising drums locate at opposite sides of the crank case adjacent to the fuel chambers having fuel-intake ports and exhaust ports; pistons to oscillate in the respective cylinders; a head for each cylinder, said heads with the pistons dividing the cylinders into fuel-pumping chambers communicating with the fuel chambers in the crank case, and a combustion chamber; a by-pass port in the pistons to cooperate with the heads to open and cut of! communication with the respective chambers; and connecting rods to connect the pistons with the crank shaft.

13. In an internal combustion engine, the combination of a crank case having a pair of separated fuel chambers; a crank shaft journaled in said case between the said chambers; a pair of piston cylinders comprising drums one at each side of the crank case adjacent to and integral with the fuel chambers with their axes parallel with the axis of the crank shaft; trunk pistons fulcrumed to oscillate in the res ective cylinders; a head for each cylincfer extending between the walls thereof and the piston, said heads when the pistons are in the cylinders dividing the cylinders into fuelpumping chambers communicating with the fuel chambers in the crank case, and having a fuel-intake port, and combustion chambers having an exhaust port; a bypass port in the pistons cooperating with t 1e cylinder heads to open up and cut of! communication between the fuel'pumpin andcombustion chambers during the oscil ations of the pistons; cranks fixed to the pistons; and connecting rods to connect the piston cranks with'the crank of the crank shaft.

14. In an internal combustion engine, the combination of a rotatable shaft having a crank; a pair of piston chambers comprising cylindrical drums, one located at each side of the shaft and having fuel-intake and exhaust ports; segmental trunk pistons for the respective chambers having a hub portion with laterally projecting trunnions whereby they are fulcrumed to oscillate in the chambers; removable heads in the respective piston chambers, said heads with the pistons dividing the chambers into fuel-pumping and combustion chambers, a by-pass' ortin the hub of the pistons cooperating with the cylinder heads to open up and cut off communication between the fuel-pumping and combustion chambers; means connected to said heads to deflect the fuel comin through the by-pass port to the outer wa ls of the cylinders; and means to connect the pistons to the crank of the shaft.

15. In an internal combustion engine, the combination of a crank case having a pair of separate fuel compression chambers; a crank shaft having a crank journaled in said case; piston cylinders com rising drums at o posite sides of the cran adjacent to an communicating with the fuel chambers having fuel-intake ports and cxhaust ports; removable ends for the cyhndens; pistons to oscillate in the respective cylinders having a hub portion with latera ly-projeeting trunnions whereby the pistons are fulcrumed in the cylinder ends; cranks connected to the respective pistons; a head for each cylinder extending from the walls of the latter to the hub of the pistons, said heads when the pistons are m the cylinders dividing said cylinders into a fuel- Eumping chamber and a combustion chamer; a by-pass port-in the hubs of the pistons to cooperate with the heads to open and cut off communication with the respective chambers; a plate fixed to the cylinder heads within the combustion chambers to deflect the fuel coming through the by-pass port to the outer walls of the cylinders; and connectin rods to connect the piston cranks with t .c crank of the crank shaft.

16. A two cycle internal combustion engine, comprising in combination a rotatable shaft; a piston chamber consisting of a cy-- lindrical drum dis osed adjacent to and with its axis aral el with the shaft, said drum having uel-intake and exhaust ports in the cylindrical wall thereof; a fixed head in the cylinder; a trunk piston fulcrumed in the ends of the drum to oscillate therein and in conjunction with the head separating the drum into a fuel-pumping and compression chamber and a combustion chamber; a port in the piston controlled by the head to 0 ion and cut off communication between the uel pumping and combustion chambers at predetermined points in the oscillations of the piston; said piston controlling the opening and closin of the fuel intake and exhaust ports in t e drum so that when a charge of fuel has been compremed in the combustion chamber, it will admit fuel through the fuel-intake port into the fuel-pumping chamber where the fuel is compressed during the power stroke, the piston uncovering the exhaust port when it reaches-the end of its power stroke and expelling the exhaust through the exhaust port from the head of the piston, and simultaneously with the opening of the exhaust ort injecting the compressed charge of uel from the pumping chamber into the combustion chamber; and a crank and 'link connection between the piston and shaft whereby to convert the oscillatory movements of the piston into continuous rotary motion of the shaft.

17. In an internal combustion engine, the combination of a single-throw crank-shaft; piston chambers comprising c 'lindrical drums at opposite sides of and a jacent to said shaft and having fuel-intake and exhaust ports in the cylindrical walls thereof; heads in the respective drums; pistons to oscillate in the respective drums and controlling the opening and closing of the ports; said pistons with the heads separating the drums into fuel-pumping and combustion chambers; means controlled by the pistons to open and cut ofi communication between the fuel-pumpin and combustion chambers; and crank-andink mechanism to connect the pistons with the shaft to cause the pistons to move at variable angular velocity whereby there will be a slow compression of the fuel and a quick expansion when the fuel is ignited.

18. An internal combustion engine, comprising a case having a central chamber and a pair of adjacent fuel chambers; a shaft having a crank journaled in the central chamber; a pair of cylindrical drums, one at each side of the shaft and connected with the fuel chambers, the axes of said drums being parallel with the axis of the shaft and having fuel-intake and exhaust ports; oscillating istons for the respective cylinders controlling the opening and closing of the ports; and a 'crank-and-link connection between said pistons and shaft whereby to impart rotary motion to the shaft from the oscillations of the pistons.

19. In an internal combustion engine, the combination of a rotatable shaft having a crank; a pair of piston cylinders located at opposite sides of the shaft, said cylinders comprising drums having fuel-intake and exhaust ports in the cylindrical walls thereof; segmental trunk pistons for the respective cylinders having a hub portion with laterally-projecting trunnions whereby they are fulcrumed to oscillate in the cylinders: said pistons controlling the fuelintake and exhaust ports; removable heads in the respective cylinders extending between the walls thereof and the hub of the pistons,

said heads with the istons separating the piston cylinders into bustion chambers, the fuel-intake and exhaust ports being so located that when the pistons are.at the end of the com ression stroke in the combustion chambers e fuelintake orts will be open and the exhaust ports cl bsed, and when they are at the end of the power stroke the exhaust ports are opened and the intake ports closed; by-pass ports in the hubs of the pistons cooperating with the heads to open communication between the fuel-pumping and combustion chambers as the pistons begin to uncover the exhaust ports, and cuts of communication between the said chambers when the pistons are at the end of the compression stroke with the fuel-intake ports uncovered; deflectors secured to the heads within the combustion chambers to deflect the fuel coming through the bypass ports to the outer walls of the combustion chambers; and means to connect the pistons to the crank of the rotatable shaft.

20. In an internal combustion engine, the combination of a rotatable shaft; a piston cylinder having fuel intake and exhaust ports; a iston aving a hub portion whereby it is ulcrumed to oscillate in the cylinders and having a crank-and-link connection with the shaft; fixed means in the cylinder cooperating with the piston to se arate the cylinders into a fuel pumplngan compression chamber with which the fuel-intake ort communicates, and a combustion chamer with which the exhaust port communicates; and a by-pass port in the piston controlled by the latter means to open and cut 01! communication between the two chambers at predetermined points in the oscillations of the iston.

21. In an internal combustion engine, the combination of a rotatable shaft; a piston cylinder comprising a cylindrical drum located adjacent to said shaft with its axis parallel with the axis of the shaft and havmg fuel-intake and exhaust ports; a segel-pumpmg and com-e mental trunk piston having a hub portion whereby it is fulcrumed to oscillate in the cylinder andconnected to the shaft; a head in the cylinder extendin between the walls thereof and the hub of t e piston, said head with the piston separating the cylinder into a fuel pumping and compression chamber with which the fuel-intake ort communicates, and a combustion cham r with which the exhaust port communicates; and a bypass port in the hub of the piston coo erating with the head to 0 en and cut 0 communication between t e two chambers atpredetermihed points in the oscillation of the piston.

22. In an internal combustion engine, the combination of a rotatable shaft having a crank; a piston cylinder comprising a cylindrical drum located adjacent to said shaft with its axis parallel with the axis of the shaft and having fuel-intake and exhaust ports; a segmental trunk iston having a hub portion whereby it is lcrumed to OS- cillate in the cylinder; a head in the c linder extending between the walls thereo and the hub of the piston, said head with the piston separating the cylinder into a pair of chambers, one constituting a fuelumping and compression chamber with w ich the fuel-intake port communicates, and the other a combustion chamber with which the exhaust port communicates; a resilient spline carried by said head to bear against the hub of the piston and normally sealing the pumping chamber from the combustion chamber; a by-pass port in the hub of the piston coo crating with the head to 0 en up and cut 0 communication between t e two chambers at predetermined points in the oscillations of the piston; and means to connect the piston to the rotatable shaft whereby the oscillations of the piston will impart continuous rotary motion to the shaft.

WILLARD IRVING TWOMBLY.

Witnesses:

JOHN O. Sau -am, Alrrnrm J. BENDIX.

' combination read combustion;

Correctlpnsln Letters Patent No. 1,113,262.

It is hereby oertified that in Letters Patent No. 1,113,262, granted October 13,

" 1914, upon the applioationof Willard lrving Twombly, of New York, Y., for an improvement in Internal-Combustion Engines, errors appear in the printed speci- 'fication requiring correction as follows: Page 4, line 128, for the word and read aria; page 5,1ine 15,. strike out the word oil; same page, line 46, for the word and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the ease in the Patent Oflioe.

Signed and sealed this 10th day of November, A. D., 1914. I

[61cm] R. F. WBITEHEAD,

'Actng Commissioner of Patente 

